JP4765149B2 - Heavy duty pneumatic tire - Google Patents
Heavy duty pneumatic tire Download PDFInfo
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- JP4765149B2 JP4765149B2 JP2000213408A JP2000213408A JP4765149B2 JP 4765149 B2 JP4765149 B2 JP 4765149B2 JP 2000213408 A JP2000213408 A JP 2000213408A JP 2000213408 A JP2000213408 A JP 2000213408A JP 4765149 B2 JP4765149 B2 JP 4765149B2
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- 229920001971 elastomer Polymers 0.000 claims description 19
- 239000005060 rubber Substances 0.000 claims description 19
- 229920001194 natural rubber Polymers 0.000 claims description 18
- 244000043261 Hevea brasiliensis Species 0.000 claims description 16
- 229920003052 natural elastomer Polymers 0.000 claims description 16
- 229920003048 styrene butadiene rubber Polymers 0.000 claims description 10
- 229920002857 polybutadiene Polymers 0.000 claims description 4
- 239000000203 mixture Substances 0.000 description 12
- 239000006229 carbon black Substances 0.000 description 8
- 239000005062 Polybutadiene Substances 0.000 description 7
- 239000002174 Styrene-butadiene Substances 0.000 description 6
- 238000001125 extrusion Methods 0.000 description 6
- 230000020169 heat generation Effects 0.000 description 6
- 238000000465 moulding Methods 0.000 description 5
- 239000000654 additive Substances 0.000 description 4
- 238000004073 vulcanization Methods 0.000 description 4
- 150000001875 compounds Chemical class 0.000 description 3
- 230000000704 physical effect Effects 0.000 description 3
- 239000004594 Masterbatch (MB) Substances 0.000 description 2
- 229920000459 Nitrile rubber Polymers 0.000 description 2
- VYPSYNLAJGMNEJ-UHFFFAOYSA-N Silicium dioxide Chemical compound O=[Si]=O VYPSYNLAJGMNEJ-UHFFFAOYSA-N 0.000 description 2
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 2
- 230000000052 comparative effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000009472 formulation Methods 0.000 description 2
- 229910052717 sulfur Inorganic materials 0.000 description 2
- 239000011593 sulfur Substances 0.000 description 2
- 239000006237 Intermediate SAF Substances 0.000 description 1
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 230000003712 anti-aging effect Effects 0.000 description 1
- CREMABGTGYGIQB-UHFFFAOYSA-N carbon carbon Chemical compound C.C CREMABGTGYGIQB-UHFFFAOYSA-N 0.000 description 1
- 239000011203 carbon fibre reinforced carbon Substances 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 238000005187 foaming Methods 0.000 description 1
- 239000004615 ingredient Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 239000004014 plasticizer Substances 0.000 description 1
- 229920001195 polyisoprene Polymers 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 239000012744 reinforcing agent Substances 0.000 description 1
- 239000000377 silicon dioxide Substances 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
- 230000004580 weight loss Effects 0.000 description 1
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Description
【０００１】
【発明の属する技術分野】
本発明は重荷重用空気入りタイヤに関し、更に詳しくは、トレッド部が３層構造の耐摩耗性及び発熱耐久性の改良された重荷重用空気入りタイヤに関する。
【０００２】
【従来の技術】
重荷重用タイヤにおいては、近年耐摩耗性向上を目的として、天然ゴム（ＮＲ）単独またはポリブタジエンゴム（ＢＲ）／スチレン−ブタジエン共重合体ゴム（ＳＢＲ）に超微粒子系カーボンブラックを配合したキャップがトレッド部に多用されている。しかしながら、耐摩耗性と耐久性の両立や氷上性能と耐摩耗性の両立など二律背反する性能を両立させることは１層のトレッド部では難しいため、２層構造又は３層構造のトレッド部を用いることが提案され、そのための配合及び構造に関して多くの特許出願が提出されている。しかしながら、２層構造のトレッドではその性能をさらに向上させようとすると、成形時の作業性が悪化したり、ベルト部との接着性が悪化したりするという問題が生じるおそれがある。
【０００３】
特開平１１−６０８１０号公報には３層構造のトレッド部を用いて耐摩耗性、発熱耐久性及び耐ワンダリング性を改良した重荷重用タイヤが記載されている。また特開平６−８７０８号公報には、３層構造のトレッド部の内側の層ほど発泡率を大きくしたゴム層を用いて摩耗の中期以降の氷上性能を改良したスタッドレスタイヤが記載されている。
【０００４】
【発明が解決しようとする課題】
従って、本発明の目的は前記した従来技術の現状に鑑み、耐摩耗性及び発熱耐久性の両性能を改良した重荷重用空気入りタイヤを提供することにある。
【０００５】
【課題を解決するための手段】
本発明に従えば、トレッド部がタイヤ表面からキャップ−Ａ，キャップ−Ｂ及びベース−Ｃの３層構造から成り、かつキャップ−Ａ層に溝底が位置するトレッド部を有する重荷重用空気入りタイヤにおいて、
ショルダー部及びクラウンセンター部でのＡ層／Ｂ層／Ｃ層のゲージ比が３５〜８０／６０〜２０／２〜２０（合計１００％とする）で、
キャップ−Ａ層が天然ゴム／ポリブタジエンゴム／スチレンブタジエン共重合体ゴム＝１００〜５０／０〜４０／０〜４０（重量％比）（合計１００％とする）から構成され、
キャップ−Ｂ層およびベース−Ｃ層がそれぞれ天然ゴムおよび／またはポリイソプレンゴムから構成され、そして
キャップ−Ａ層及びキャップ−Ｂ層の１００℃におけるｔａｎδ（Ａ）及びｔａｎδ（Ｂ）が以下の関係：
ｔａｎδ（Ａ）＞ｔａｎδ（Ｂ） … （Ｉ）
ｔａｎδ（Ｂ）≦０．６ｔａｎδ（Ａ） … （II）
を満足する重荷重用空気入りタイヤが提供される。
【０００６】
【発明の実施の形態】
本発明者らは、前記目的を解決すべく、研究をすすめた結果、３層構造のトレッド部を採用し、第１層に耐摩耗性の改良を指向したコンパウンドを、第２層にチッピング性の改良を配慮した低発熱性のコンパウンドを、第３層に高粘着性のコンパウンドを、それぞれ、配置することにより、耐摩耗性を向上させながら、発熱耐久性を向上させた重荷重用空気入りタイヤを得ることに成功し、本発明をするに至った。以下、更に詳細に説明する。
【０００７】
図１に示すように、本発明に従った重荷重用空気入りタイヤはトレッド部１をキャップ−Ａ層２、キャップ−Ｂ層３及びベース−Ｃ層４の３層構造とし、以下に説明するように、Ａ，Ｂ及びＣの３層のショルダー部５及びクラウンセンター部６のゲージ厚並びにＡ，Ｂ及びＣの構成ゴムを特定化することにより前記目的を達成したものである。なお、図１に示すように、本発明に従ったトレッド部１の溝底７はキャップ−Ａ層２に位置する。
【０００８】
本発明に係る空気入りタイヤのトレッド部のショルダー部及びクラウンセンター部でのＡ層／Ｂ層／Ｃ層のゲージ比はそれぞれ３５〜８０／６０〜２０／２〜２０（合計で１００％とする）、好ましくはそれぞれ４０〜７０／５０〜３０／３〜１０とする必要がある。
【０００９】
本発明に係る空気入りタイヤのトレッド部のＡ，Ｂ及びＣ層を構成するゴムは従来からタイヤ用ゴム組成物に一般的に配合されている天然ゴム（ＮＲ）、ポリイソプレンゴム（ＩＲ）、各種スチレン−ブタジエン共重合体ゴム（ＳＢＲ）、各種ポリブタジエンゴム（ＢＲ）を単独又は任意のブレンドとして使用することができる。
【００１０】
本発明に係る空気入りタイヤのトレッド部のキャップ−Ａ層はＮＲ／ＢＲ／ＳＢＲ＝１００〜５０／０〜４０／０〜４０（重量％比）（合計１００％）、好ましくはＮＲ／ＢＲ／ＳＢＲ＝１００〜５０／０〜４０／０〜４０で構成され、かつ、下記ｔａｎδ（１００℃）の関係を満足しなければならない。
【００１１】
本発明に係る空気入りタイヤのトレッド部のキャップ−Ｂ層及びベース−Ｃ層は、それぞれ、ＮＲ及び／又はＩＲ、好ましくはＮＲ単独で構成され、且つ下記ｔａｎδ（１００℃）の関係を満足しなければならない。
【００１２】
本発明に従った空気入りタイヤのトレッド部の層Ａ及びＢのそれぞれのｔａｎδ（１００℃）の値ｔａｎδ（Ａ）及びｔａｎδ（Ｂ）は本発明の目的を達成するためには以下の関係を有する必要がある。
ｔａｎδ（Ａ）＞ｔａｎδ（Ｂ） … （Ｉ）
ｔａｎδ（Ｂ）≦０．６ｔａｎδ（Ａ） … （II）
【００１３】
上記１００℃のｔａｎδ（Ａ）の値がｔａｎδ（Ｂ）の値より大きくない場合には初期から中期にかけての耐摩耗性が十分に発現されないので好ましくなく、また１００℃のｔａｎδ（Ｂ）の値が上記（II）の関係を満たさない場合には本発明におけるタイヤトレッド全体の発熱低減効果が不十分となるので好ましくない。
【００１４】
本発明のＡ，Ｂ及びＣ層においては前記したゴムにカーボンブラックを配合する。本発明で使用するカーボンブラックとしては従来から重荷重用空気入りタイヤに使用されているカーボンブラックを用いることができる。
【００１５】
本発明に係る空気入りタイヤ用トレッド部のＡ，Ｂ及びＣ層を構成するゴム組成物には、前記した必須成分に加えて、他のカーボンブラック、シリカなどの補強剤（フィラー）、加硫剤、加硫促進剤、各種オイル、老化防止剤、可塑剤などの従来から空気入りタイヤ用に一般的に配合されている各種添加剤を配合することができ、かかる配合物は一般的な方法で混練、加硫して組成物とし、加硫することができる。これらの添加剤の配合量も本発明の目的に反しない限り、従来の一般的な配合量とすることができる。
【００１６】
【実施例】
以下、実施例によって本発明を更に説明するが、本発明の範囲をこれらの実施例に限定するものでないことは言うまでもない。
【００１７】
実施例１〜４及び比較例１〜３
表Ｉに示す構成のトレッド層Ａ−１又はＡ−２、Ｂ−１又はＢ−２及びＣ−１又はＣ−２層を調製した。使用したゴム及びカーボンブラックは以下の通りである。
ＮＲ：天然ゴム（ＲＳＳ ３号）
ＢＲ：日本ゼオン製 ＢＲ，Ｎｉｐｏｌ ＢＲ１２２０
ＳＢＲ：日本ゼオン製 ＳＢＲ Ｎｉｐｏｌ １５０２
カーボンブラックＳＡＦ：東海カーボン製 シースト９
カーボンブラックＩＳＡＦ：昭和キャボット製 ショウブラックＮ２２０
【００１８】
トレッド構成層Ａ−１〜Ｃ−２の各層を構成するゴム組成物には以下の添加剤を共通に配合した（配合量はゴム１００重量部当りの重量部である）。
サンプルの調製
表Ｉに示す配合において、加硫促進剤と硫黄を除く成分を１．８リットルの密閉型ミキサーで３〜５分間混練し、１６５±５℃に達したときに放出してマスターバッチを得た。このマスターバッチに加硫促進剤と硫黄を８インチのオープンロール混練し、ゴム組成物を得た。次に、この組成物を１５×１５×０．２cmの金型中で１６０℃で２０分間プレス加硫して目的とする試験片（ゴムシート）を調製し、加硫物性を評価した。結果を表Ｉに示す。
【００２０】
各例において得られた組成物の評価物性の試験方法は以下の通りである。
ｔａｎδ（１００℃）：（株）東洋精機製作所製粘弾性スペクトロメーターを用いて初期歪１０％、振幅±２％、周波数２０Hz、温度１００℃で測定した。
耐摩耗性指数：ランボーン摩耗試験機（岩本製作所（株）製）を使用して、荷重５kg、スリップ率２５％、時間４分、室温の条件での摩耗減量を指数として示した。この指数は大きい程望ましい。
【００２１】
【表１】
次に、上で得たタイヤトレッド用ゴム組成物Ａ−１〜Ｃ−２を表IIに示す組み合せ及びゲージ比で用いて３層構造のタイヤトレッド部を製造した。
今回は３色押出機を用いて一体押出で実施したが、Ａ／Ｂ／Ｃをそれぞれ単独押出を圧着成形したもの、或いはＡ／Ｂ一体押出、−Ｃ単独押出（或いはＡ単独、−Ｂ／Ｃ一体押出）を圧着成形しても構わない。
【００２３】
【表２】
得られた３層構造のタイヤトレッドの物性を以下の方法で評価し、結果を表IIに示した。
トレッドｔａｎδ（１００℃）：Ａ／Ｂ／Ｃ各々のゲージ比率とｔａｎδ（１００℃）をそれぞれ掛け合わせた値の総和をトレッド全体のｔａｎδ（１００℃）とした。
発熱指数：トレッドｔａｎδ（１００℃）の比較例１の値を１００℃とした指数で示した。低い程、発熱が低く、発熱耐久性上好ましい。
トレッド耐摩耗指数：溝底から上部に位置するトレッドに占める各々Ａ／Ｂ／Ｃのゲージ比率を表Ｉで示した。耐摩耗性指数の積の和をトレッド耐摩耗性指数とした大ほど耐摩耗性が良好であることを示す。
【００２５】
耐チッピング性：溝底からのトレッド残溝が新品時の１５％時点での表面状態を目視確認し、トレッド部分の欠け（チッピング）の大きさより、耐チッピング性良否を判断した。
【発明の効果】
以上の通り、本発明に従えば、耐摩耗性と摩耗の中期以降の耐チッピング性を向上させながら耐熱性を向上させることにより耐発熱耐久性を向上させることができる。また、天然ゴム単独またはＢＲ・ＳＢＲブレンドからなるＡで耐摩耗性確保および溝底クラック防止を狙い、Ｂ／Ｃは天然ゴム主体によりタック確保を図った。
【図面の簡単な説明】
【図１】本発明に係る重荷重用空気入りタイヤのトレッド部の構造の一例を示す図面である。
【符号の説明】
１…トレッド部
２…キャップ−Ａ層
３…キャップ−Ｂ層
４…ベース−Ｃ層
５…ショルダー部
６…クラウンセンター部
７…溝底[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a heavy-duty pneumatic tire, and more particularly to a heavy-duty pneumatic tire having a tread portion with a three-layer structure and improved wear resistance and heat generation durability.
[0002]
[Prior art]
In heavy-duty tires, in recent years, for the purpose of improving wear resistance, natural rubber (NR) alone or a polybutadiene rubber (BR) / styrene-butadiene copolymer rubber (SBR) blended with ultrafine carbon black is a tread. It is used extensively in the department. However, since it is difficult to achieve both anti-abrasive performance such as compatibility between wear resistance and durability and compatibility between on-ice performance and wear resistance, it is difficult to use a tread portion with a two-layer structure or a three-layer structure. Has been proposed, and many patent applications have been filed for its formulation and structure. However, in the case of a tread having a two-layer structure, if it is attempted to further improve the performance, there is a possibility that the workability at the time of molding deteriorates or the adhesion to the belt portion deteriorates.
[0003]
Japanese Patent Application Laid-Open No. 11-60810 discloses a heavy-duty tire with improved wear resistance, heat generation durability and wandering resistance using a tread portion having a three-layer structure. Japanese Patent Application Laid-Open No. 6-8708 describes a studless tire in which the performance on ice after the middle stage of wear is improved by using a rubber layer having a higher foaming rate toward the inner layer of the tread portion of the three-layer structure.
[0004]
[Problems to be solved by the invention]
Accordingly, an object of the present invention is to provide a heavy-duty pneumatic tire with improved both wear resistance and heat generation durability in view of the current state of the prior art.
[0005]
[Means for Solving the Problems]
According to the present invention, a heavy duty pneumatic tire having a tread portion having a three-layer structure of a cap-A, a cap-B, and a base-C from the tire surface and having a tread portion in which the groove bottom is located in the cap-A layer. In
The gauge ratio of A layer / B layer / C layer at the shoulder part and crown center part is 35-80 / 60-20 / 2-20 (100% in total),
The cap-A layer is composed of natural rubber / polybutadiene rubber / styrene butadiene copolymer rubber = 100 to 50/0 to 40/0 to 40 (weight ratio) (100% in total),
The cap-B layer and the base-C layer are composed of natural rubber and / or polyisoprene rubber, respectively , and tan δ (A) and tan δ (B) at 100 ° C. of the cap-A layer and the cap-B layer are as follows: :
tan δ (A)> tan δ (B) (I)
tan δ (B) ≦ 0.6 tan δ (A) (II)
A heavy-duty pneumatic tire that satisfies the above requirements is provided.
[0006]
DETAILED DESCRIPTION OF THE INVENTION
As a result of studies conducted by the present inventors to solve the above-mentioned object, a tread portion having a three-layer structure is adopted, and a compound aimed at improving wear resistance is used as a first layer, and a chipping property is provided as a second layer. A heavy-duty pneumatic tire with improved heat resistance while improving wear resistance by placing a low heat-generating compound that takes into account improvements in the area and a highly adhesive compound in the third layer. And succeeded in obtaining the present invention. This will be described in more detail below.
[0007]
As shown in FIG. 1, the heavy-duty pneumatic tire according to the present invention has a tread portion 1 having a three-layer structure of a cap-
[0008]
The gauge ratio of A layer / B layer / C layer in the shoulder part and crown center part of the tread part of the pneumatic tire according to the present invention is 35-80 / 60-20 / 2-20 (100% in total). ), Preferably 40 to 70/50 to 30/3 to 10 respectively.
[0009]
The rubbers constituting the A, B and C layers of the tread portion of the pneumatic tire according to the present invention are natural rubber (NR), polyisoprene rubber (IR), which are conventionally blended in rubber compositions for tires. Various styrene-butadiene copolymer rubbers (SBR) and various polybutadiene rubbers (BR) can be used alone or as any blend.
[0010]
The cap-A layer of the tread portion of the pneumatic tire according to the present invention has NR / BR / SBR = 100-50 / 0-40 / 0-40 (weight% ratio) (total 100%), preferably NR / BR / SBR = 100 to 50/0 to 40/0 to 40, and the following tan δ (100 ° C.) relationship must be satisfied.
[0011]
The cap-B layer and the base-C layer of the tread portion of the pneumatic tire according to the present invention are each composed of NR and / or IR, preferably NR alone, and satisfy the following relationship of tan δ (100 ° C.). There must be.
[0012]
The tan δ (100 ° C.) values tan δ (A) and tan δ (B) of the layers A and B of the tread portion of the pneumatic tire according to the present invention have the following relationship in order to achieve the object of the present invention. It is necessary to have.
tan δ (A)> tan δ (B) (I)
tan δ (B) ≦ 0.6 tan δ (A) (II)
[0013]
When the value of tan δ (A) at 100 ° C. is not larger than the value of tan δ (B), the wear resistance from the initial stage to the middle stage is not sufficiently exhibited, and the value of tan δ (B) at 100 ° C. is not preferable. However, when the above relationship (II) is not satisfied, the effect of reducing the heat generation of the entire tire tread in the present invention becomes insufficient, which is not preferable.
[0014]
In the A, B and C layers of the present invention, carbon black is blended with the rubber described above. As the carbon black used in the present invention, carbon black conventionally used in heavy duty pneumatic tires can be used.
[0015]
In addition to the essential components described above, the rubber composition constituting the A, B and C layers of the tread portion for a pneumatic tire according to the present invention includes other reinforcing agents (fillers) such as carbon black and silica, and vulcanization. Various additives that have been conventionally blended for pneumatic tires, such as additives, vulcanization accelerators, various oils, anti-aging agents, plasticizers, etc. Can be kneaded and vulcanized to form a composition and vulcanized. As long as the amount of these additives is not contrary to the object of the present invention, the conventional general amounts can be used.
[0016]
【Example】
EXAMPLES Hereinafter, although an Example demonstrates this invention further, it cannot be overemphasized that the scope of the present invention is not limited to these Examples.
[0017]
Examples 1-4 and Comparative Examples 1-3
Tread layers A-1 or A-2, B-1 or B-2, and C-1 or C-2 layers having the configurations shown in Table I were prepared. The rubber and carbon black used are as follows.
NR: Natural rubber (RSS 3)
BR: BR made by Nippon Zeon, Nipol BR1220
SBR: Nippon Zeon SBR Nipol 1502
Carbon black SAF: Toast carbon carbon seast 9
Carbon Black ISAF: Show Black Cabot Show Black N220
[0018]
The following additives were commonly blended in the rubber composition constituting each layer of the tread constituting layers A-1 to C-2 (the blending amount is parts by weight per 100 parts by weight of rubber).
Sample preparation In the formulation shown in Table I, the ingredients other than the vulcanization accelerator and sulfur were kneaded in a 1.8 liter closed mixer for 3-5 minutes and released when the temperature reached 165 ± 5 ° C. To obtain a master batch. This master batch was kneaded with an vulcanization accelerator and sulfur in an 8-inch open roll to obtain a rubber composition. Next, this composition was press vulcanized at 160 ° C. for 20 minutes in a 15 × 15 × 0.2 cm mold to prepare a target test piece (rubber sheet), and the vulcanized physical properties were evaluated. The results are shown in Table I.
[0020]
The test method of the evaluation physical property of the composition obtained in each example is as follows.
tan δ (100 ° C.): Measured at an initial strain of 10%, an amplitude of ± 2%, a frequency of 20 Hz, and a temperature of 100 ° C. using a viscoelastic spectrometer manufactured by Toyo Seiki Seisakusho.
Abrasion resistance index: A Lambourn abrasion tester (manufactured by Iwamoto Seisakusho Co., Ltd.) was used, and the weight loss under conditions of a load of 5 kg, a slip rate of 25%, a time of 4 minutes, and room temperature was shown as an index. The larger this index, the better.
[0021]
[Table 1]
Next, a tire tread portion having a three-layer structure was manufactured by using the tire tread rubber compositions A-1 to C-2 obtained above in combinations and gauge ratios shown in Table II.
This time, it was carried out by integral extrusion using a three-color extruder, but A / B / C were each formed by pressure-molding single extrusion, or A / B integral extrusion, -C single extrusion (or A single, -B / (C integrated extrusion) may be compression-molded.
[0023]
[Table 2]
The physical properties of the resulting three-layer tire tread were evaluated by the following methods, and the results are shown in Table II.
Tread tan δ (100 ° C.): A sum of values obtained by multiplying the gauge ratios of A / B / C and tan δ (100 ° C.) was defined as tan δ (100 ° C.) of the entire tread.
Exothermic index: Expressed as an index with the value of Comparative Example 1 of tread tan δ (100 ° C.) being 100 ° C. The lower the temperature, the lower the heat generation and the better the heat generation durability.
Tread wear resistance index: Table I shows the gauge ratio of A / B / C in the tread located above the groove bottom. The larger the tread wear resistance index is the sum of the products of the wear resistance index, the better the wear resistance is.
[0025]
Chipping resistance: The surface condition at the time when the remaining tread groove from the groove bottom was 15% of the new article was visually confirmed, and the chipping resistance was judged from the size of chipping at the tread portion.
【The invention's effect】
As described above, according to the present invention, the heat resistance and durability can be improved by improving the heat resistance while improving the wear resistance and the chipping resistance after the middle stage of wear. In addition, A / A made of natural rubber alone or BR / SBR blend aimed to ensure wear resistance and prevent cracks at the groove bottom, and B / C was mainly made of natural rubber to secure tack.
[Brief description of the drawings]
FIG. 1 is a drawing showing an example of the structure of a tread portion of a heavy duty pneumatic tire according to the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Tread
Claims (1)
ショルダー部及びクラウンセンター部でのＡ層／Ｂ層／Ｃ層のゲージ比が３５〜８０／６０〜２０／２〜２０（合計１００％とする）で、
キャップ−Ａ層が天然ゴム／ポリブタジエンゴム／スチレンブタジエン共重合体ゴム＝１００〜５０／０〜４０／０〜４０（重量％比）（合計１００％とする）から構成され、
キャップ−Ｂ層およびベース−Ｃ層がそれぞれ天然ゴムおよび／またはポリイソプレンゴムから構成され、そして
キャップ−Ａ層及びキャップ−Ｂ層の１００℃におけるｔａｎδ（Ａ）及びｔａｎδ（Ｂ）が以下の関係：
ｔａｎδ（Ａ）＞ｔａｎδ（Ｂ） … （Ｉ）
ｔａｎδ（Ｂ）≦０．６ｔａｎδ（Ａ） … （II）
を満足する重荷重用空気入りタイヤ。In a heavy duty pneumatic tire having a tread portion having a tread portion having a tread portion having a groove bottom in the cap-A layer, the tread portion having a three-layer structure of cap-A, cap-B and base-C from the tire surface.
The gauge ratio of A layer / B layer / C layer at the shoulder part and crown center part is 35-80 / 60-20 / 2-20 (100% in total),
The cap-A layer is composed of natural rubber / polybutadiene rubber / styrene butadiene copolymer rubber = 100 to 50/0 to 40/0 to 40 (weight ratio) (100% in total),
The cap-B layer and the base-C layer are composed of natural rubber and / or polyisoprene rubber, respectively , and tan δ (A) and tan δ (B) at 100 ° C. of the cap-A layer and the cap-B layer are as follows: :
tan δ (A)> tan δ (B) (I)
tan δ (B) ≦ 0.6 tan δ (A) (II)
A heavy duty pneumatic tire that satisfies the requirements.
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| JP4765147B2 (en) * | 2000-07-10 | 2011-09-07 | 横浜ゴム株式会社 | Heavy duty pneumatic studless tire |
| BRPI0903293B1 (en) * | 2008-09-11 | 2020-10-13 | The Goodyear Tire & Rubber Company | tire having a tire tread |
| US8701727B2 (en) * | 2011-08-31 | 2014-04-22 | The Goodyear Tire & Rubber Company | Truck drive tire |
| US9050859B2 (en) | 2012-08-07 | 2015-06-09 | The Goodyear Tire & Rubber Company | Tread made from multi cap compounds |
| US9050860B2 (en) * | 2012-08-07 | 2015-06-09 | The Goodyear Tire & Rubber Company | Tread made from multi cap compounds |
| FR2999117B1 (en) * | 2012-12-10 | 2015-01-16 | Michelin & Cie | PNEUMATIC COMPRISING A TREAD TAPE CONSISTING OF SEVERAL ELASTOMERIC MIXTURES |
| FR2999118B1 (en) * | 2012-12-10 | 2015-01-16 | Michelin & Cie | PNEUMATIC COMPRISING A TREAD TAPE CONSISTING OF SEVERAL ELASTOMERIC MIXTURES |
| FR2999116B1 (en) * | 2012-12-10 | 2015-01-16 | Michelin & Cie | PNEUMATIC COMPRISING A TREAD TAPE CONSISTING OF SEVERAL ELASTOMERIC MIXTURES |
| CN104558702A (en) * | 2013-10-29 | 2015-04-29 | 山东风轮轮胎有限公司 | Sizing material formula of wear-resisting tire crown of all-steel radial tire |
| JP6733308B2 (en) * | 2016-05-24 | 2020-07-29 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP7711552B2 (en) * | 2021-10-26 | 2025-07-23 | 住友ゴム工業株式会社 | Heavy Duty Tires |
| JP7822259B2 (en) * | 2022-06-24 | 2026-03-02 | 株式会社ブリヂストン | Heavy-duty tires |
| JP7822258B2 (en) * | 2022-06-24 | 2026-03-02 | 株式会社ブリヂストン | Heavy-duty tires |
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| JP2541919B2 (en) * | 1984-03-29 | 1996-10-09 | 株式会社ブリヂストン | Pneumatic tire |
| JP2664081B2 (en) * | 1988-11-30 | 1997-10-15 | 住友ゴム工業 株式会社 | Pneumatic tires for motorcycles |
| JPH0771884B2 (en) * | 1990-10-18 | 1995-08-02 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP3160370B2 (en) * | 1992-06-25 | 2001-04-25 | 株式会社ブリヂストン | Pneumatic tire |
| JPH1076809A (en) * | 1996-07-11 | 1998-03-24 | Bridgestone Corp | Pneumatic tire |
| JPH1160810A (en) * | 1997-08-20 | 1999-03-05 | Bridgestone Corp | Heavy duty pneumatic tires |
| JP4315526B2 (en) * | 1998-07-08 | 2009-08-19 | 株式会社ブリヂストン | Method for laminating strip-shaped unvulcanized rubber |
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